Elevator.



Patented lune 26, |900. w. c. smuast ELEVATOR.

(Appucacion med Feb. 21', 1900.

2 Sheets-Sheet I.

(No Model.)

No. 652,3ol. Patented June 26, |900. w. c. sTuKEs.

ELEVATR.

(Application filed Feb. 2l, 1900.) (No Model.) 2 Sheets-Sheet 2. V m

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www2/WMM by M /5W@ A@ UNITED- STATES PATENT WALTER C. STOKES, OF NEWYORK, N. Y.

ELEVATOR.

SPECIFICATION forming part of Letters Patent No. 652,301, dated J' une26, 1900.

Application filed Pebruary'Zl, 1900. Serial No. 6.032. (No model.)

To all whom t may concern.-

Be it known that I, WALTER C. SroKEs, a citizen of the United States,residing in the city of New York, borough of Manhattan, county and Stateof 4N ew York, have invented certain new and useful Improvements inElevators, of which the following is a specification, reference beingmade to the accompanying drawings, wherein- Figure l is a frontelevation, partly in section, of an elevator embodying my invention.-Fig. 2 is a side elevation thereof. Fig. 3 is a horizontal section, andFig. 4 shows a modiiication.

kMy invention relates to elevators of the class wherein the motiveapparatus is mounted directly upon the elevator-car and propels the sameby operating a screw engaging with a vertical rack.

My improvement consists in constructing the rack in the form oflongitudinal tubesections with the teeth on the interior, so that thescrew may engage the rack-sections uponopposite sides and be retained inplace `between the two sections by the curvature of the engaging teethand screw-thread. I mount the operating-screw on a vertical shaftconcentric with the embracing rack-sections, and between the tworack-sections I introduce the driving mechanism for the said screw. Moreparticularly, I provide an operating-screw upon each side of the car,and on each side of the car I also place suitable racks of the kinddescribed, withwhich the screws may respectively engage. I preferablyoperate the screws by individual electric motors directly upon thescrew-shaft with their ar-` matures interposed between the oppositeracks on the two sides of the screw. By this` means I avoid the use ofintermediate gear ing and afford opportunity for the regulation of themotors by connecting them either in series or multiple to the source ofcurrent` supply.

I have also devised certain details of construction, whieh will behereinafter described.

Referring to Fig. l, A represents an elevatorcar traveling betweenupright guide-posts B B and C C'. As appears in Fig. 2, there are two ofthese guide-posts on each side of the car, the ones appearing in Fig. 2being distinguished as C C andthose upon the opposite side as B B'.Between the two guideposts on each side, as appears in Figs. 2 and 3, Iplace longitudinal rack-bars, which on one side of the car aredesignated as ZJ and b and on the other side as c and c. These bars aremade in the form of longitudinal sections of a tube with teeth on theinterior concave surface, the curve of the teeth being concentric withthe tube, which would be formed by a lateral extension of the racks tothe point of meeting with each other. `S and S' are screws, one uponeach side of the car and fitting each within one of the two pairs ofrack-bars b b and c c', respectively. The screws will be held inposition by the curva ture of the racks, which embrace them to a greateror less degree. Each of these screws is mounted upon a shaft D and isprovided with an operating electric motor E. Iwill particularly describethe screw and motor shown at the left hand of Fig. l, it beingunderstood that the other is a duplicate thereof. The armature of themotor d is mounted directly upon shaft D and rotates betweenfieldmagnets f, attached to a framework G, that is in turn attached tothe car A. The armature is somewhat smaller in diameter than the screwS, so that it may be contained between the rack-bars b and b, thedistance between these bars being also sufficient `to permit of thepresentation of the field-magnet poles to the armature. The shaft Dpasses at top and bottom through the frame G and then has a slidingconnection with the bearing-blocks d, which, however, turn with theshaft D and have a bearing with intermediate balls upon the frame G. Onthe opposite end of the shaft D is a nut K, which bears against a springP, intervening between the nut and the bearing-block d. By this meansthe thrust of the shaft against the frame Gr is cushioned by the springP. The

` electric current will be supplied to the motors by any well-knowncontrivance, either a flexible cable or a vertical trolley-wire andcontact traveling thereon. An y suitable regulator for themotors may beemployed; but I prefer therefor one of the well-known series- IOO 'controller.

lel

multiple type wherein the motors are connected in series for startingand for slow speedand in multiple for higher speed.

In Fig. 2 I have indicated two trolleywires A3 and A4, mounted,respectively, on the guide-posts C and C@ The current from theserespective wires is conducted into the car by the small trolleys B3 andB4, the former trolley being connected to terminal 2, Fig. 1, and thelatter to terminal 1, Fig. 1, from which the current is led to themotors. In Fig. 1 I have illustrated a series-multiple The terminal 1 isconnected to the outer terminal of the left-hand motor and terminal 2 isconnected to the outer terminal of the right-hand motor. The innerterminals of the motors are connected, respectively, to theswitch-levers W and X, which traverse rheostats a; and y, to includemore or less resistance at the time of and prior to the Series-multiplechange of the motors in a well-known manner. An intermediate point ofrheostat a: is connected by wire 3 to a corresponding intermediate pointin rheostat y, and the levers W and X are shown, respectively, asbearing upon such intermediate points, so as to be connected by the wire3 without any resistance. The two motors are now in series. Resistancemay be introduced by turning the levers to the left and the circuitultimately broken by the levers passing oft' the rheostats. If thelevers are turned to the right, resistance is first introd uced. Thenthe circuit is broken and closed again through resistances with themotors in multiple, but with resistance which is nally cut out as thelevers are turned to arrive at the points 6 and 7, respectively. In thiscondition the inner terminal of the left-hand motor is connected by thelever WV to the point 6, and thence by the wires 5 and 8 to the oppositeline-terminal 2. In a similar manner the inner terminal of theright-hand motor is connected by the lever X to the point '7.A Thence itpasses by the wires t and 9 to the line-terminal 1. The motors are thenin multiple. Either motor may be cut out by opening the switch C5 or C6,and the multiple rheostat may then be used to regulate the remainingmotor.

In the event of one motor being disabled I have provided means fortemporarily operating the car by the remaining motor. For this purpose Iprovide a shaft mounted beneath the car, as shown by dotted line at M,upon each end of which is a beveled pinion O, capable of being movedforward on the shaft by a lever R to engage with a corresponding beveledpinion on the lower extremity of the shaft D. By this means if eithermotor is disabled both of the screws S maybe operated by either one ofthe motors E.

Referring to Fig. Ll, I show Aa modification in which a single motor Eis mounted upon the car A, and on each end of the armatureshaft isa'screw T, engaging with a worm-wheel Von the screw-shaft D. By thismeans a single motor may be used to operate both of the screws S and S.

The leading advantage of my invention is that it provides a gearlessconnection, direct, simple, and noiseless, between the motive apparatusand the screws of a screw-driven elevator, and so provides a superiorform of an elevator of this type.

' What I claim as new, and desire to secure by Letters Patent, is-

1. The combination with an elevator-car, of a stationaryinternal rack oneach side thereof made in two parts separated from each other byslots'of a width less than the diameter of the screw-thread, ahorizontalprojection from each side of the car reaching into the space between thetwo parts of the rack, screws mounted on said projections respectivelyat a point beyond the side of the car and engaging with said rack, andmotive apparatus carried by the car for driving the said screws.

2. The combination with an elevator-car, motive apparatus connected,right and left, with driving-screws, all mounted on the car,

of a stationary internal rack on each side ot the car adapted to receivethe driving-screws; the aforesaid racks being provided with verticalslots the width of each slot being less than the diameter of the screwoperating therein; substantially as and for the purpose set forth.

3. The combination with an elevator-car of a screw and rack, operatingdevices therefor upon each side and two electric motors, one for each ofthe said devices, mounted upon the car and propelling the same.

4. The combination with an elevator-car of a pair of rack-bars on eachside, a screw between each pair of bars mounted on suitable bearingsattached to the car and an electric motor mounted directly upon theshaft of each screw and operating the same.

5. The combination with an elevator-car of two electric motors mountedthereon, propelling-gearing for the car upon each side operated by thetwo motors respectively, and a controlling device for regulating the twomotors simultaneously.

. connecting both sets of propelling-gearing to one of the said twomotors. y 8. The combination with an-elevator-car of IOC a vertical rackupon each side, a screw upon each side of the car engaging with the saidrack and mounted in bearings upon the car, a propelling-motor for eachset of operatinggears and an intervening spring for giving therespective motors a spring impact upon the load.

In Witness whereof have hereunto subscribed my name, before twosubscribing wit-` nesses, this 20th day of February, 1900.

WALTER C. STOKES.

Witnesses:

F. BEACH, ARTHUR I. THOMSON.

